On-board radar apparatus, notification system, and travelling vehicle detection method of on-board radar apparatus

ABSTRACT

A radar apparatus detects an observation point distance and an observation point azimuth. In addition, the radar apparatus calculates an observation point lateral position and an observation point vertical position based on the observation point distance and the observation point azimuth. Furthermore, the radar apparatus determines that a traveling vehicle is detected when a number of observation points included within a side determination range is equal to or greater than a predetermined traveling vehicle determination count, based on the observation point lateral position and the observation point vertical position. The side determination range is set so as to include a passing determination line so as to extend in a direction at 90 degrees relative to a front-rear direction of the vehicle to the side of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a U.S. National Phase Application under 35 U.S.C.371 of International Application No. PCT/JP2015/069782 filed on Jul. 9,2015 and published in Japanese as WO 2016/009945 A1 on Jan. 21, 2016.This application is based on and claims the benefit of priority fromJapanese Patent Application No. 2014-145981, filed Jul. 16, 2014. Theentire disclosures of all of the above applications are incorporatedherein by reference.

TECHNICAL FIELD

The present invention relates to an on-board radar apparatus thatdetects an object present in the vicinity of a vehicle and anotification system.

BACKGROUND ART

Conventionally, an on-board radar apparatus that detects an object inthe vicinity of a vehicle by irradiating radar waves as transmissionwaves over a predetermined angle in the vicinity of the vehicle andreceiving reflected waves is known (for example, refer to PTL 1).

CITATION LIST Patent Literature

[PTL 1] JP-A-2010-043960

SUMMARY OF INVENTION Technical Problem

The radar apparatus detects a speed component in a direction towards anantenna surface. Therefore, when an object positioned directly next toan own vehicle is detected, the on-board radar apparatus determines thata relative speed of the object is zero. That is, the on-board radarapparatus is unable to determine whether the object positioned directlynext to the own vehicle is a stationary object that is stationary or amoving object that is traveling alongside the own vehicle at the sametraveling speed.

Therefore, when the on-board radar apparatus is attached to the ownvehicle such that a direction at 90° relative to a front-rear directionof the vehicle is included in a detection range to detect whether or notanother vehicle approaching the own vehicle has passed the side of theown vehicle, the following issues can be considered.

When another vehicle is traveling parallel beside the own vehicle for along period of time, a state in which a relative speed detected by theon-board radar apparatus of the own vehicle is zero continues.Therefore, for example, a determination may be made that the othervehicle has completed passing the side of the own vehicle, regardless ofthe other vehicle being present beside the own vehicle. In addition,should a stationary object be present near the side of the own vehicleimmediately after the other vehicle has completed passing the side ofthe own vehicle, a determination may be made that the other vehicle ispresent beside the own vehicle regardless of the other vehicle not beingpresent.

The present invention has been achieved in light of such issues. Anobject of the present invention is to provide a technology that improvesaccuracy of detection of another vehicle passing the side of an ownvehicle.

Solution to Problem

An on-board radar apparatus of the present invention is attached to avehicle such that a direction at 90 degrees relative to a front-reardirection of the vehicle is included in a detection range, and transmitsand receives radar waves. The on-board radar apparatus of the presentinvention includes an observation point detecting means, a positionidentifying means, and a traveling vehicle detecting means.

The observation point detecting means detects an observation pointdistance that is a distance to an observation point that has reflectedthe radar waves within the detection range and an observation pointazimuth that is an azimuth at which the observation point is present.

The position identifying means identifies an observation point positionthat is a position of the observation point based on the observationpoint distance and the observation point azimuth.

The traveling vehicle detecting means determines that a travelingvehicle is detected when a number of observation points present within aside determination range is equal to or greater than a predeterminedtraveling vehicle determination count, based on the observation pointposition identified by the position identifying means. The sidedetermination range is set so as to include a passing determination linethat is predetermined so as to extend in a direction at 90 degreesrelative to a front-rear direction of the vehicle to the side of thevehicle.

As a result of the on-board radar apparatus of the present inventionconfigured in this way, when the number of observation points includedwithin the side determination range is the traveling vehicledetermination count or greater, a determination is made that a pluralityof observation points positioned in a front end portion or a rear endportion of the traveling vehicle is aligned along the passingdetermination line. As a result, a detection can be made that thetraveling vehicle has passed the side of the vehicle.

Therefore, the on-board radar apparatus of the present invention candetect that a traveling vehicle has passed the side of the vehicle basedon the observation point distance and the observation point azimuth,without using relative speed in relation to a detected object. As aresult, the accuracy of detection of a traveling vehicle passing can beimproved.

BRIEF DESCRIPTION OF DRAWINGS

In the accompanying drawings:

FIG. 1 is a block diagram of a configuration of a vehicle warning systemaccording to an embodiment;

FIG. 2 is an explanatory diagram of an attachment position of areception antenna shown in FIG. 1;

FIG. 3 is a flowchart of a traveling vehicle detection process by asignal processing unit shown in FIG. 1; and

FIG. 4 is a diagram for explaining a vehicle detection method.

DESCRIPTION OF EMBODIMENTS

An embodiment of the present invention will hereinafter be describedwith reference to the drawings.

A vehicle warning system 1 according to the present embodiment ismounted in a vehicle. As shown in FIG. 1, the vehicle warning system 1includes a warning apparatus 2 and a radar apparatus 4.

The warning apparatus 2 is an audio output apparatus that is set insidea vehicle cabin. The warning apparatus 2 issues a warning to an occupantof the vehicle (referred to, hereafter, as an own vehicle) in which thevehicle warning system 1 is mounted.

The radar apparatus 4 uses a known frequency-modulated continuous-wave(FMCW) method. The radar apparatus 4 includes a transmission circuit 11,a transmission antenna 12, a reception antenna 13, a reception circuit14, and a signal processing unit 15.

The transmission circuit 11 supplies a transmission signal Ss to thetransmission antenna 12. The transmission circuit 11 includes anoscillator 21, an amplifier 22, and a distributor 23. The oscillator 21generates a millimeter-waveband high-frequency signal that is modulatedso as to have an up-modulation interval and a down-modulation interval.In the up-modulation interval, the frequency linearly increases inrelation to time. In the down-modulation interval, the frequencylinearly decreases. The oscillator 21 then outputs the generatedhigh-frequency signal. The amplifier 22 amplifies the high-frequencysignal outputted from the oscillator 21. The distributor 23 performspower distribution of the output signal of the amplifier 22 to thetransmission signal Ss and a local signal L.

The transmission antenna 12 irradiates a radar wave based on thetransmission signal Ss supplied from the transmission circuit 11. Theradar wave has a frequency that corresponds to the transmission signalSs. As a result, a radar wave having a frequency that linearly increasesand a radar wave having a frequency that linearly decreases arealternately outputted.

The reception antenna 13 is an array antenna configured such that aplurality of antenna elements are arrayed in a single row.

The reception circuit 14 includes a reception switch 31, an amplifier32, a mixer 33, a filter 34, and an analog-to-digital (A/D) converter35. The reception switch 31 successively selects any one of theplurality of antenna elements configuring the reception antenna 13 andoutputs a reception signal Sr from the selected antenna element to theamplifier 32. The amplifier 22 amplifies the reception signal Srinputted from the reception switch 31 and outputs the amplifiedreception signal Sr to the mixer 33. The mixer 33 mixes the receptionsignal Sr amplified by the amplifier 32 and the local signal L, andgenerates a beat signal BT. The filter 34 removes unnecessary signalcomponents from the beat signal BT generated by the mixer 33. The A/Dconverter 35 samples the beat signal BT outputted from the filter 34 andconverts the beat signal BT to digital data. The A/D converter 35 thenoutputs the digital data to the signal processing unit 15.

The signal processing unit 15 is an electronic control unit that ismainly configured by a known microcomputer including a centralprocessing unit (CPU) 41, a read-only memory (ROM) 42, a random accessmemory (RAM) 43, and the like. The signal processing unit 15 performssignal analysis and controls operation of the radar apparatus 4 as aresult of the CPU 41 preforming processes based on programs stored inthe ROM 42.

Specifically, the signal processing unit 15 controls the transmissioncircuit 11 so that the radar waves of the up-modulation interval and theradar waves of the down-modulation interval are alternately emitted fromthe transmission antenna 12 at a modulation cycle Tm. In addition, thesignal processing unit 15 enables the beat signal BT of each of theplurality of antenna elements configuring the reception antenna 13 to besampled in the reception circuit 14. The signal processing unit 15 thenmeasures a distance to a point (referred to, hereafter, as anobservation point) at which the radar wave is reflected, a relativespeed in relation to the observation point, and an azimuth at which theobservation point is present, by analyzing the sampling data of the beatsignals BT.

In the FMCW method, an up-beat signal and a down-beat signal aregenerated as the beat signal BT. The up-beat signal is generated by thereception signal Sr and the local signal L being mixed during the periodin which the radar wave of the up-modulation interval is beingtransmitted. In a similar manner, the down-beat signal is generated bythe reception signal Sr and the local signal L being mixed during theperiod in which the radar wave of the down-modulation interval is beingtransmitted.

Relationships in following expressions (1) and (2) are establishedbetween a frequency fbu of the up-beat signal and a frequency fbd of thedown-beat signal, and a distance L (referred to, hereafter, as anobservation point distance L) and a relative speed v (referred to,hereafter, as an observation point relative speed v) of the observationpoint. In expressions (1) and (2), c is the speed of light, Δf is afrequency variation range of the transmission signal Ss, and f0 is acenter frequency of the transmission signal Ss.

$\begin{matrix}\left\lbrack {{Formula}{\mspace{14mu}\;}1} \right\rbrack & \; \\{{fbu} = {\frac{4 \times \Delta\; f \times L}{c \times {Tm}} - \frac{2 \times {f0} \times v}{c}}} & (1) \\{{fbd} = {\frac{4 \times \Delta\; f \times L}{c \times {Tm}} + \frac{2 \times {f0} \times v}{c}}} & (2)\end{matrix}$

Therefore, the observation point distance L and the observation pointrelative speed v are calculated by following expressions (3) and (4).

$\begin{matrix}\left\lbrack {{Formula}{\mspace{14mu}\;}2} \right\rbrack & \; \\{L = {\frac{c \times {Tm}}{8 \times \Delta\; f}\left( {{fbu} + {fbd}} \right)}} & (3) \\{v = {\frac{c}{4 \times f\; 0}\left( {{fbu} - {fbd}} \right)}} & (4)\end{matrix}$

The reception antenna 13 is provided on each of the left and right endsat the rear of the own vehicle. As shown in FIG. 2, the receptionantenna 13 is attached such that a center axis CA of a detection rangeof the reception antenna 13 faces a direction at an angle in relation toa left-right direction HD of an own vehicle 100 by an attachment angle φtowards the rear (towards the left side regarding the reception antenna13 positioned on the left side, and towards the right side regarding thereception antenna 13 positioned on the right side). In addition, thedetection range is set so as to include a direction at 90° in relationto a front-rear direction LD of the vehicle. In the present example, areception antenna 13 that covers a range of about ±90° with the centeraxis CA at the center is used.

In the vehicle warning system 1 configured in this way, the signalprocessing unit 15 performs a traveling vehicle detection process fordetecting a vehicle that is traveling near the own vehicle 100. Thetraveling vehicle detection process is a process that is performed atevery modulation cycle Tm while the signal processing unit 15 is inoperation.

When the traveling vehicle detection process is performed, as shown inFIG. 3, first, at step S10, the signal processing unit 15 performsfrequency analysis (fast Fourier transform, FFT) according to thepresent embodiment) of the beat signal inputted from the receptioncircuit 14 and determines a power spectrum of the beat signal BT. Thepower spectrum indicates the frequencies of the up-beat signal and thedown-beat signal, and the strength of the beat signal at each frequency.

The beat signal is a real signal. Therefore, when Fourier transform isperformed on the beat signal, the frequency spectrum of the beat signalhas positive frequency components and negative frequency components ofwhich the absolute values of the frequencies are equal to each other.

At step S10, the signal processing unit 15 detects the phase of the beatsignal by performing an in-phase and quadrature (IQ) detection on thebeat signal. Based on changes over time in the phase of the beat signal,the signal processing unit 15 detects a rotation direction of the phaseof the beat signal on an IQ plane. In addition, at step S10, the signalprocessing unit 15 uses either of the positive frequency components andthe negative frequency components on the frequency spectrum of the beatsignal, based on the detected rotation direction.

Then, at step S20, the signal processing unit 15 detects frequency peaksfbul to m that are present on the power spectrum for the up-beat signal.In addition, the signal processing unit 15 detects frequency peaks fbdlto m that are present on the power spectrum for the down-beat signal.The detected frequency peaks fbu and fbd each indicate that there is apossibility that a candidate for the observation point is present. Inaddition, a single or a plurality of observation points are detectedfrom a single object.

Furthermore, at step S30, for each frequency peak fbd of the down-beatsignal, the signal processing unit 15 calculates an azimuth (referredto, hereafter, as an observation point azimuth θ) of the observationpoint identified by an a peak frequency, based on, for example, phasedifference information between signal components of the same peakfrequency acquired from the plurality of antenna elements configuringthe reception antenna 13.

Then at step S40, the signal processing unit 15 performs pair matchingto pair the frequency peak fbu and the frequency peak fbd based on thesame observation point. Specifically, regarding the pairing of thefrequency peak fbu of the up interval and the frequency peak fbd of thedown interval, whether or not a difference in peak strength and an angledifference in observation point azimuths are within predeterminedallowable ranges is determined. As a result of the determination, shouldboth the difference in peak strength and the angle difference inobservation point azimuths be within the allowable ranges, the pair ofcorresponding frequency peaks is registered as an observation point.

Subsequently, at step S50, the signal processing unit 15 calculates thedistance (observation point distance L) from the radar apparatus 4 tothe observation point, and the relative speed (observation pointrelative speed v) between the observation point and the own vehicle, forthe registered observation point by a method (see expressions (1) to(4), above) known for FMCW-type radar apparatuses.

Then, at step S60, the signal processing unit 15 calculates anobservation point lateral position x and an observation point verticalposition y of the registered observation point, based on the observationpoint distance L calculated at step S60 and the observation pointazimuth θ calculated at step S30. The observation point lateral positionx is a position along a vehicle width direction of the own vehicle withthe reception antenna 13 as a point of origin. The observation pointvertical position y is a position along an advancing direction of theown vehicle with the reception antenna 13 as the point of origin. As aresult, the observation point lateral position x, the observation pointvertical position y, and the observation point relative speed v of theregistered observation point are identified.

The observation point lateral position x and the observation pointvertical position y are calculated based on the observation pointdistance L, the observation point azimuth θ, and the attachment angle φ,by following expressions (5) and (6) (see FIG. 4).x=L×cos(θ−φ)  (5)y=L×sin(θ−φ)  (6)

Next, at step S70, the signal processing unit 15 determines whether ornot a detection flag Fd is set. The detection flag Fd indicates whetheror not a vehicle is detected to the side of the own vehicle. Here, whendetermined that the detection flag Fd is set (YES at step S70), thesignal processing unit 15 proceeds to step S110. Meanwhile, whendetermined that the detection flag Fd is not set (NO at step S70), atstep S80, the signal processing unit 15 determines whether or not theobservation points present within a predetermined side determinationrange Rc are equal to or more than a predetermined vehicle presentdetermination count Nc. The vehicle present determination count Nc is aninteger of 1 or greater.

As shown in FIG. 4, the side determination range Rc is set so as toinclude the overall passing determination line PL set so as to run alongthe left-right direction of the own vehicle to the side near the ownvehicle 100. The passing determination line PL according to the presentembodiment is a straight line of which the position of one end is(x1,y1) and the position of the other end is (x2,y1). In addition, thelength of the passing determination line PL is set to be about the widthof a vehicle. Furthermore, the side determination range Rc according tothe present embodiment is a rectangle of which a length in alongitudinal direction is equal to the length of the passingdetermination line PL.

Then, as shown in FIG. 3, when determined at step S80 that theobservation points present within the side determination range Rc isless than the vehicle present determination count Nc (NO at step S80),the signal processing unit 15 proceeds to step S140. Meanwhile, whendetermined that the observation points present within the sidedetermination range Rc are the vehicle present determination count Nc ormore (YES at step S80), at step S90, the signal processing unit 15determines whether or not the reflection strengths of all observationpoints present within the side determination range Rc are a vehiclepresent strength Pc or greater.

The reflection strength of the observation point is the strength of theup-beat signal and the down-beat signal configuring the pair offrequency peaks corresponding to the observation point. At step S90,based on the strength of the down-beat signal as the reflection strengthof the observation point, the signal processing unit 15 determineswhether or not the reflection strength of the observation point is thevehicle present strength Pc or greater.

Then, when determined that, of the observation points within the sidedetermination range Rc, an observation point of which the reflectionstrength is less than the vehicle present strength Pc is present (NO atstep S90), the signal processing unit 15 proceeds to step S140.Meanwhile, when determined that the reflection strengths of allobservation points present within the side determination range Rc arethe vehicle presence strength Pc or greater (YES at step S90), at stepS100, the signal processing unit 15 sets the detection flag Fd andproceeds to step S140.

In addition, when determined at step S70 that the detection flag Fd isnot set (NO at step S70), at step S110, the signal processing unit 15determines whether or not the observation points present within the sidedetermination range Rc are the vehicle present determination count Nc ormore, in a manner similar to that at step S80. Here, when determinedthat the observation points are less than the vehicle presentdetermination count Nc (NO at step S110), the signal processing unit 15proceeds to step S130. Meanwhile, when determined that the observationpoints are the vehicle presence determination count Nc or more (YES atstep S110), at step S120, the signal processing unit 15 determineswhether or not the reflection strengths of all observation pointspresent within the side determination range Rc are the vehicle presencestrength Pc or greater, in manner similar to that at step S90.

Here, when determined that the reflection strengths of all observationpoints are the vehicle presence strength Pc or greater (YES at stepS120), the signal processing unit 15 proceeds to step S140. Meanwhile,when determined that, of the observation points within the sidedetermination range Rc, an observation point of which the reflectionstrength is less than the vehicle present strength Pc is present (NO atstep S120), the signal processing unit 15 proceeds to step S130.

Then, upon proceeding to step S130, the signal processing unit 15 clearsthe detection flag Fd and proceeds to step S140.

Then, upon proceeding to step S140, the signal processing unit 15determines whether or not the detection flag Fd is set. Here, whendetermined that the detection flag Fd is set (YES at step S140), at stepS150, the signal processing unit 15 makes the warning apparatus 2perform a notification (referred to, hereafter, as an other vehiclepresent notification) indicating that a traveling vehicle is presentnear the own vehicle (when the other vehicle present notification isbeing performed, the signal processing unit 15 makes the warningapparatus 2 continue the state in which the other vehicle presentnotification is being performed). The signal processing unit 15 thentemporarily ends the traveling vehicle detection process. Meanwhile,when determined that the detection flag Fd is not set (NO at step S140),at step S160, the signal processing unit 15 makes the warning apparatus2 end the other vehicle presence notification (when the other vehiclepresence notification is not being performed, the signal processing unit15 makes the warning apparatus 2 continue the state in which the othervehicle presence notification is not being performed). The signalprocessing unit 15 then temporarily ends the traveling vehicle detectionprocess.

The radar apparatus 4 of the vehicle warning system 1 configured in thisway is attached to the vehicle such that the direction at 90° inrelation to the front-rear direction of the vehicle is included in thedetection range. The radar apparatus 4 transmits and receives radarwaves

In addition, the radar apparatus 4 detects the observation pointdistance L and the observation point azimuth θ (steps S10 to S50).Furthermore, the radar apparatus 4 calculates the observation pointlateral position x and the observation point vertical position y basedon the observation point distance L and the observation point azimuth θ(step S60).

Moreover, the radar apparatus 4 determines that a traveling vehicle isdetected (step S100) when determined that the number of observationpoints included in the side determination range Rc is equal to orgreater than the predetermined vehicle presence determination count Nc(YES at step S80), based on the observation point lateral position x andthe observation point vertical position y. The side determination rangeRc is set so as to include the passing determination line PL that ispredetermined so as to extend along a direction at 90° in relation tothe front-rear direction of the vehicle to the side of the vehicle.

In this way, when the number of observation points included within theside determination range Rc is the vehicle present determination countNc or greater, the radar apparatus 4 determines that the plurality ofobservation points positioned at the rear end portion of the travelingvehicle have aligned along the passing determination line PL. As aresult, the radar apparatus 4 can detect that the traveling vehicle haspassed the side of the vehicle.

Therefore, the radar apparatus 4 can detect that a traveling vehicle haspassed the side of the vehicle based on the observation point distance Land the observation point azimuth θ, without using a relative speed inrelation to a detected object. As a result, the accuracy of detection ofa traveling vehicle passing can be improved.

In addition, the radar apparatus 4 determines that a traveling vehicleis detected (step S100) when determined that the number of observationpoints included within the side determination range Rc is the vehiclepresent determination count Nc or greater (YES at step S80) and thereflection strengths of all observation points present within the sidedetermination range Rc are the vehicle present strength Pc or greater(YES at step S90). As a result, an observation point having a weakreflection strength can be excluded from determination for detecting thetraveling vehicle. Erroneous detection of a traveling vehicle caused bynoise can be reduced.

In addition, the radar apparatus 4 detects the observation point azimuthθ using the down-beat signal (step S30). Furthermore, the radarapparatus 4 determines whether or not the reflection strengths of theobservation points are the vehicle present strength Pc or greater usingthe down-beat signal (step S90). As a result, the time at which theobservation point azimuth can be detected and the time at which whetheror not the reflection strengths of the observation points are thevehicle present strength Pc or greater can be determined can be delayed,compared to that when the up-beat signal is used. The reason for thiswill be described below.

First, when a detected object is approaching the own vehicle, on thepower spectrum, the frequency peak fbu of the up interval (referred to,hereafter as an up frequency peak fbu) moves from a positive frequencyside to a negative frequency side, while maintaining a state in whichthe up frequency peak fbu is positioned further towards the negativeside than the frequency peak fbd of the down interval (referred to,hereafter, as a down frequency peak fbd). Then, as the up frequency peakfbu approaches the negative frequency side, the up frequency peak fbuoverlaps with a low frequency peak present in a low frequency regionbefore the down frequency peak fbd, and can no longer be detected.

Meanwhile, when the detected object is moving away from the own vehicle,on the power spectrum, the up frequency peak fbu moves from the negativefrequency side towards the positive frequency side while maintaining astate in which the up frequency peak fbu is positioned further towardsthe positive side than the down frequency peak fbd. Then, as the upfrequency peak fbu moves towards the positive frequency side, the upfrequency peak fbu reaches an upper limit of the detectable frequencyrange before the down frequency peak fbd, and can no longer be detected.

In this way, the timing at which the peak can no longer be detected isearlier for the up frequency peak fbu than the down frequency peak fbd.Therefore, as described above, of the up-beat signal and the down-beatsignal, the down-beat signal is used.

In addition, in the vehicle warning system 1, when the radar apparatus 4determines that a traveling vehicle is detected, the warning apparatus 2performs an other vehicle present notification for the occupant of thevehicle. As a result, when a traveling vehicle is present near the ownvehicle, the occupant of the vehicle can be notified of the presence.

According to the above-described embodiment, the radar apparatus 4 is anon-board radar apparatus of the present invention. The processes atsteps S10 to S50 by the signal processing unit 15 are an observationdetecting means of the present invention. The process at step S60 by thesignal processing unit 15 is a position identifying means of the presentinvention. The processes at steps S80 to S100 by the signal processingunit 15 are a traveling vehicle detecting means of the presentinvention. The process at step S10 by the signal processing unit 15 is astrength distribution generating means of the present invention. Thewarning apparatus 2 is a notification apparatus of the presentinvention. The vehicle warning system 1 is a notification system of thepresent invention.

An embodiment of the present invention is described above. However, thepresent invention is not limited to the above-described embodiment.Various embodiments are possible as long the embodiments belong withinthe technical scope of the present invention.

For example, the above-described embodiment describes that the positionof an observation point is detected through use of the FMCW method.However, the detection method is not limited thereto. For example, theposition of an observation point may be detected through use of atwo-frequency continuous-wave (CW) method.

In addition, the above-described embodiment describes that the receptionantenna 13 is attached so as to face behind the own vehicle. However,the present invention is also applicable to when the reception antenna13 is attached so as to face ahead of the own vehicle.

In addition, the above-described embodiment describes that the othervehicle present notification is performed when, in the traveling vehicledetection process performed at every modulation cycle Tm, theobservation points within the side determination range Rc are thevehicle present determination count Nc or more (YES at step S80) and thereflection strengths of the observation points are the vehicle presentstrength Pc or greater (YES at step S90). However, the other vehiclepresent notification may be performed when the number of times thatdeterminations are continuously made that the observation points withinthe side determination range Rc are the vehicle present determinationcount Nc or more and the reflection strengths of the observation pointsare the vehicle present strength Pc or greater is equal to or greaterthan a predetermined vehicle present determination count set.

In addition, the above-described embodiment describes that the othervehicle present notification is ended when the observation points withinthe side determination range Rc are less than the vehicle presentdetermination count Nc (NO at step S110) or the reflection strength ofan observation point is less than the vehicle present strength Pc (NO atstep S120). However, the other vehicle present notification may be endedwhen the number of times that determinations are continuously made thatthe observation points within the side determination range Rc are lessthan the vehicle present determination count Nc or the reflectionstrength of an observation point is less than the vehicle presentstrength Pc is equal to or greater than a predetermined vehiclenot-present determination count.

In addition, the above-described embodiment describes that the othervehicle present notification is ended when the reflection strength of anobservation point is less than the vehicle present strength Pc (NO atstep S120). However, the other vehicle present notification may be endedwhen the reflection strength of an observation point become less thanthe reflection strength (referred to, hereafter, as an at-arrivalreflection strength) of when the detection flag Fd is set (that is, whenthe other vehicle reaches the passing determination line) by an amountexceeding a predetermined determination reduction amount. For example,with the at-arrival reflection strength as Ps, the determinationreduction amount as Pd, and the current reflection strength as Pn, thedetection flag Fd may be cleared when a relationship in which Pn<Ps-Pdis established.

In addition, when the reflection strength of an observation pointbecomes greater than the at-arrival reflection strength while the statein which the detection flag Fd is set is continuing, the at-arrivalreflection strength may be updated such that the at-arrival reflectionstrength is equal to the current reflection strength. That is, the othervehicle present notification may be ended when the reflection strengthof an observation point becomes less than the updated at-arrivalreflection strength by an amount exceeding the above-describeddetermination reduction amount.

In addition, the above-described embodiment describes that theobservation point is detected based on the frequency peaks present onthe power spectrum. However, the frequency range for detecting theobservation point on the power spectrum may be limited to apredetermined detection frequency range. The detection frequency rangeis a range from a frequency F1 corresponding to an observation pointdistance L1 (see FIG. 4) of the position (x1,y1) on one end of thepassing determination line PL and a frequency F2 corresponding to anobservation point distance L2 (see FIG. 4) of the position (x1,y2) onthe other end of the passing determination line PL.

As a result, the frequency range for detecting the observation pointbecomes narrow. Therefore, calculation processing load placed on theradar apparatus 4 can be reduced.

In addition, the above-described embodiment describes that the othervehicle present notification is performed when the observation pointswithin the side determination range Rc are the vehicle presentdetermination count Nc or more (YES at step S80) and the reflectionstrengths of the observation points are the vehicle present strength Pcor greater (YES at step S90). However, when the observation points aredetected so as to be limited to the detection frequency range describedabove, instead whether or not the reflection strengths of theobservation points are the vehicle present strength Pc or greater beingdetermined, whether or not the reflection strengths at the frequencieswithin the detection frequency range are equal to or greater than apredetermined determination strength may be determined.

In addition, the above-described embodiment describes that the othervehicle present notification is ended when the observation points withinthe side determination range Rc are less than the vehicle presentdetermination count Nc (NO at step S110) or the reflection strength ofan observation point is less than the vehicle present strength Pc (NO atstep S120). However, when the observation points are detected so as tobe limited to the detection frequency range described above, instead ofwhether or not the reflection strength of an observation point is lessthan the vehicle present strength Pc being determined, whether or notthe reflection strength at a frequency within the detection frequencyrange is less than a predetermined determination strength may bedetermined.

In addition, the above-described embodiment describes that adetermination that a traveling vehicle is detected is made when thereflection strengths of all of the observation points present within theside determination range Rc are the vehicle present strength Pc orgreater (YES at step S90). However, the determination that a travelingvehicle is detected may be made when, of the observation points presentwithin the side determination range Rc, the number of observation pointsof which the reflection strength is the vehicle present strength Pc orgreater is equal to or greater than a predetermined vehicle presentstrength determination count.

In addition, a function provided by a single constituent elementaccording to the above-described embodiment may be dispersed among aplurality of constituent elements. Functions provided by a plurality ofconstituent elements may be integrated in a single constituent element.Furthermore, at least a part of a configuration according to theabove-described embodiment may be replaced by a publicly knownconfiguration having a similar function. In addition, a part of aconfiguration according to the above-described embodiment may beomitted. Furthermore, at least a part of a configuration according to anabove-described embodiment may be added to or replace a configurationaccording to another above-described embodiment. All aspects included inthe technical concept identified solely by the expressions recited inthe claims are embodiments of the present invention.

REFERENCE SIGNS LIST

-   -   1: vehicle warning system    -   2: warning apparatus    -   4: radar apparatus

The invention claimed is:
 1. An on-board radar apparatus that isattached to an own vehicle such that a direction at 90 degrees relativeto a front-rear direction of the own vehicle is included in a detectionrange, and transmits and receives radar waves, the on-board radarapparatus comprising: a processor, wherein the processor is configuredto: detect an observation point distance to an observation point thathas reflected the radar waves within the detection range and anobservation point azimuth at which the observation point is present;identify an observation point position based on the observation pointdistance and the observation point azimuth; and determine that atraveling vehicle passing a side of the own vehicle is detected inresponse to a number of observation points within a side determinationrange being changed from a state where it is less than a predeterminedtraveling vehicle determination count to a state where it is equal to orgreater than the predetermined traveling vehicle determination count,based on the observation point position identified by the processor, theside determination range being within the detection range and being setso as to include a passing determination line that is predetermined soas to extend in a direction at 90 degrees relative to a front-reardirection of the own vehicle to the side of the own vehicle.
 2. Theon-board radar apparatus according to claim 1, wherein: the processordetermines that a traveling vehicle passing a side of the own vehicle isdetected when the number of observation points in the side determinationrange is equal to or greater than the traveling vehicle determinationcount and all of reflection strengths of the radar waves reflected atthe observation points in the side determination range are equal to orgreater than a predetermined vehicle present strength for determinationof whether a traveling vehicle passing a side of the own vehicle ispresent.
 3. The on-board radar apparatus according to claim 2, wherein:the processor detects the observation point distance by transmitting andreceiving the radar waves by a frequency-modulated continuous-wavemethod; the processor generates a strength distribution indicating acorrespondence relationship between a frequency of a beat signalgenerated based on the frequency-modulated continuous-wave method and abeat signal strength that is the strength of the beat signal, for aplurality of observation points; and the processor detects theobservation point distance based on a peak in the beat signal strengthpresent within a predetermined detection frequency range so as tocorrespond to the side determination range on the strength distribution.4. The on-board radar apparatus according to claim 3, wherein: theprocessor detects the observation point azimuth using a down-beat signalgenerated based on the frequency-modulated continuous-wave method. 5.The on-board radar apparatus according to claim 2, wherein: theprocessor detects the observation point distance by transmitting andreceiving the radar waves by a frequency-modulated continuous-wavemethod; and the processor determines whether or not the reflectionstrength of the radar waves is equal to or greater than the vehiclepresent strength, using a down-beat signal generated based on thefrequency-modulated continuous-wave method.
 6. A notification systemcomprising: an on-board radar apparatus that is attached to an ownvehicle such that a direction at 90 degrees relative to a front-reardirection of the own vehicle is included in a detection range, andtransmits and receives radar waves, the on-board radar apparatuscomprising: a processor, wherein the processor is configured to: detectan observation point distance to an observation point that has reflectedthe radar waves within the detection range and an observation pointazimuth at which the observation point is present; identify anobservation point position based on the observation point distance andthe observation point azimuth; and determine that a traveling vehiclepassing a side of the own vehicle is detected in response to a number ofobservation points within a side determination range being changed froma state where it is less than a predetermined traveling vehicledetermination count to a state where it is equal to or greater than thepredetermined traveling vehicle determination count, based on theobservation point position identified by the processor, the sidedetermination range being within the detection range and being set so asto include a passing determination line that is predetermined so as toextend in a direction at 90 degrees relative to a front-rear directionof the own vehicle to the side of the own vehicle in the detectionrange; and a notification apparatus that, in response to the processordetermining that the traveling vehicle passing the side of the ownvehicle is detected, notifies an occupant of the own vehicle of thedetermination.
 7. A traveling vehicle detection method of an on-boardradar apparatus that is attached to an own vehicle such that a directionat 90 degrees relative to a front-rear direction of the own vehicle isincluded in a detection range, and transmits and receives radar waves,the traveling vehicle detection method comprising: detecting, by theon-board radar apparatus, an observation point distance to anobservation point that has reflected the radar waves within thedetection range and an observation point azimuth at which theobservation point is present; identifying, by the on-board radarapparatus, an observation point position based on the observation pointdistance and the observation point azimuth; and determining, by theon-board radar apparatus, that a traveling vehicle passing a side of theown vehicle is detected in response to a number of observation pointswithin a side determination range being changed from a state where it isless than a predetermined traveling vehicle determination count to astate where it is equal to or greater than a predetermined travelingvehicle determination count, based on the observation point positionidentified by the on-board radar apparatus, the side determination rangebeing within the detection range and being set so as to include apassing determination line that is predetermined so as to extend in adirection at 90 degrees relative to a front-rear direction of the ownvehicle to the side of the own vehicle in the detection range.
 8. Theon-board radar apparatus according to claim 1, wherein: the processordetects the observation point distance by transmitting and receiving theradar waves by a frequency-modulated continuous-wave method; theprocessor generates a strength distribution indicating a correspondencerelationship between a frequency of a beat signal generated based on thefrequency-modulated continuous-wave method and a beat signal strengththat is the strength of the beat signal, for a plurality of observationpoints; and the processor detects the observation point distance basedon a peak in the beat signal strength present within a predetermineddetection frequency range so as to correspond to the side determinationrange on the strength distribution.
 9. The on-board radar apparatusaccording to claim 1, wherein: the processor detects the observationpoint azimuth using a down-beat signal generated based on thefrequency-modulated continuous-wave method.
 10. The on-board radarapparatus according to claim 2, wherein: the processor detects theobservation point azimuth using a down-beat signal generated based onthe frequency-modulated continuous-wave method.
 11. The notificationsystem according to claim 6, wherein: the processor determines that atraveling vehicle passing a side of the own vehicle is detected when thenumber of observation points is equal to or greater than the travelingvehicle determination count and reflection strengths of the radar wavesreflected at the observation points are equal to or greater than apredetermined vehicle present strength for determination of whether atraveling vehicle passing a side of the own vehicle is present.
 12. Thenotification system according to claim 6, wherein: the processor detectsthe observation point distance by transmitting and receiving the radarwaves by a frequency-modulated continuous-wave method; the processorgenerates a strength distribution indicating a correspondencerelationship between a frequency of a beat signal generated based on thefrequency-modulated continuous-wave method and a beat signal strengththat is the strength of the beat signal, for a plurality of observationpoints; and the processor detects the observation point distance basedon a peak in the beat signal strength present within a predetermineddetection frequency range so as to correspond to the side determinationrange on the strength distribution.
 13. The notification systemaccording to claim 6, wherein: the processor detects the observationpoint azimuth using a down-beat signal generated based on thefrequency-modulated continuous-wave method.
 14. The notification systemaccording to claim 6, wherein: the processor detects the observationpoint distance by transmitting and receiving the radar waves by afrequency-modulated continuous-wave method; and the processor determineswhether or not the reflection strength of the radar waves is equal to orgreater than the vehicle present strength, using a down-beat signalgenerated based on the frequency-modulated continuous-wave method. 15.The on-board radar apparatus according to claim 1, wherein: a length ofthe passing determination line in the side determination range is set tobe about a width of the own vehicle.
 16. The on-board radar apparatusaccording to claim 1, wherein: the processor detects the observationpoint distance and the observation point azimuth by transmitting andreceiving the radar waves by a two-frequency continuous-wave method. 17.The on-board radar apparatus according to claim 2, wherein: theprocessor determines that a traveling vehicle passing a side of the ownvehicle is detected when a number of times is equal to or greater than apredetermined count for determination of a vehicle being present, thenumber of times being that the processor continuously determines that:(i) the number of observation points in the side determination range isequal to or greater than the traveling vehicle determination count; and(ii) all of the reflection strengths of the radar waves reflected at theobservation points in the side determination range are equal to orgreater than a predetermined vehicle present strength for determinationof whether a travelling vehicle passing a side of the own vehicle ispresent.
 18. The on-board radar apparatus according to claim 1, wherein:the processor detects that a traveling vehicle passing a side of the ownvehicle is not detected when a number of times is equal to or greaterthan a predetermined count for a vehicle not being present, the numberof times being that the processor determines that: (i) the number ofobservation points in the side determination range is less than thevehicle present determination count; or (ii) all of the reflectionstrengths of the radar waves reflected at the observation points in theside determination range are less than the vehicle present strength. 19.The on-board radar apparatus according to claim 1, wherein: theprocessor detects that a traveling vehicle passing a side of the ownvehicle is not detected when the reflection strength of the radar wavesreflected at the observation point becomes less than a first reflectionstrength upon determining that the traveling vehicle is detected, by anamount exceeding a predetermined reduction amount for determination. 20.The on-board radar apparatus according to claim 19, wherein: when thereflection strength is greater than the first reflection strength duringa period from a time at which the processor determines that thetraveling vehicle is detected to a time at which the processordetermines that the traveling vehicle is not detected, the processorupdates the first reflection strength such that it is equal to a currentreflection strength.
 21. The on-board radar apparatus according to claim1, wherein: the processor detects the observation point distance bytransmitting and receiving the radar waves by a frequency-modulatedcontinuous-wave method; the processor generates a strength distributionindicating a correspondence relationship between a frequency of a beatsignal generated based on the frequency-modulated continuous-wave methodand a beat signal strength that is the strength of the beat signal, fora plurality of observation points; the processor detects the observationpoint distance based on a peak in the beat signal strength presentwithin a predetermined detection frequency range so as to correspond tothe side determination range on the strength distribution; and theprocessor detects that a traveling vehicle passing a side of the ownvehicle is detected when the number of observation points is equal to orgreater than the traveling vehicle determination count and thereflection strengths at the frequencies within the detection frequencyrange are equal to or greater than a predetermined determinationstrength.
 22. The on-board radar apparatus according to claim 1,wherein: the processor detects the observation point distance bytransmitting and receiving the radar waves by a frequency-modulatedcontinuous-wave method; the processor generates a strength distributionindicating a correspondence relationship between a frequency of a beatsignal generated based on the frequency-modulated continuous-wave methodand a beat signal strength that is the strength of the beat signal, fora plurality of observation points; the processor detects the observationpoint distance based on a peak in the beat signal strength presentwithin a predetermined detection frequency range so as to correspond tothe side determination range on the strength distribution; and theprocessor detects that a traveling vehicle passing a side of the ownvehicle is not detected when the reflection strength of the radar wavesat a frequency within the detection frequency range is less than apredetermined determination strength.
 23. The on-board radar apparatusaccording to claim 1, wherein: the processor detects that a travelingvehicle passing a side of the own vehicle is not detected when, of theobservation points present in the side determination range, the numberof observation points, of which the reflection strength is equal to orgreater than the vehicle present strength, is equal to or greater than apredetermined count for determination of a vehicle being present.